Choke-control device



April 8, 1939., c, R- ET AL L?54,U28

CHOKE CONTROL DEVICE Filed May 10, 1927 2 Sheets-Sheet l A TTORNEYS. I

April 193W,

(2. A. MARTIN ET AL CHOKE CONTROL DEVICE Filed May 10, 192'. 2Sheets-Sheet 2 Jam 5. Mam? v INVENTOR.

BY I

A TTORNEYS.

Patented Apr. 8, 1930 UNITED STATES PATENT OFFICE CHOKE-CONTROL DEVICEApplication filed May 10, 1927. Serial No. 190,286.

This invention relates to a choke control device for internal combustionengines, and has for its primary object the construction of a devicethat may be arranged in position to be subject to the increase anddecrease in temperature of an internal combustion engine so that thechange in temperature may be relied on to control the operation of thecarbureter and change the density of the fuel mixture to the engineaccording to the temperature of the latter.

An object of the invention is to provide a heat control device forcontrolling the operation of the carburetor and provide a separatedevice controlled by the exhaust gases from the engine for controllingthe carbureter in-' dependently of the choke device.

Another object of the invention is the provision of two controls for thecarbureter, one under the influence of the temperature of the engine,the other under the influence of exhaust gases from the engine so thatthe former may be utilized to accurately control the carbureter overlong periods, whereas the lat ter may be used for instantly adjustingthe carbureter as soon as. the engine starts firing.

Besides the above our invention is dlstinguished in the use of a heatoperated device and exhaust operated device operatlng in unison tocontrol the action of a carbureter separately or jointly.

A feature of our invention is the yieldable adjustable connectionbetween the heat actuated device and the exhaust actuated device so thatthe proper functioning of these devices may be provided for.

With these and other objects in View, our invention will be betterunderstood from a description of the same when taken in connection withthe accompanying drawings, wherein Figure 1 is a diagrammatic viewshowing the application of our improved choke control device; 1

Figure 2 is a top plan view thereof;

Figure 3 is a longitudinal sectional view of the housing and associatedparts; I

Figure 4 is a cross sectional view;

Figure 5 is a fragmentary sectional view;

Figure 6 is a vertical sectional view of the flap valve and associatedparts;

In the drawings, we have illustrated one of the many constructions ofthe invention comprising a housing 1 to be arranged in communicationwith the water system of an'internal combustion engine or to besupported contiguous to the walls of the engine so as to be subject tothe heat generated by the latter. This housing 1 includes end plates 2and 3, the former provided with a threaded recess 4 for adjustablyreceiving the threaded plug 5 projecting from the disk 6 that is securedto the fixed end 7 of the bellows or coil type of thermostat 8. The freeend 9 of the thermostat is also secured to a disk 10 having a centrallyarranged boss 11 secured to the intermediate portion of a rod 12, asindicated at 13. One end 14: of this rod is spaced a predetermineddistance from the disk 6 so that the latter may act in the capacity of astop for limiting the contractile action of the thermostat so that whenthe thermostat is in nor- -mal position, the maximum amount of surfacewill be exposed to the circulating water within the housing. This rod 12reciprovcates in the spider type of guide 15 carried by the interior ofthe casing.

An actuating shaft 16 is provided with a crank arm 17 that is pivotallyconnected by a link 18 to the rod 12. The protruding end of the shaft 16has secured thereto a crank arm 19 that has a pin and slot connection 20with a slide 21. This slide 21 has fixed there to a collar 22 betweenwhich and a bracket 23 is arranged a spring 24. This spring 24 providesthe connection between the slide and the bracket so that in the swingingmovement of the arm 19, the bracket 23 will be yieldably operated in amanner to allow independent movement of the bracket 23 under certainconditions. This bracket 23 is adjustably mounted on a link 25 by meansof the set screw 26 mounted in the hub 27 of the bracket. This link 25has one end pivotally connected to the air valve 28 of any suitable typeof car 1 bureter 29. The other end of the link 25 is pivotally connectedto a crank arm 30 that is in turn secured to the stub shaft 31 of theflap valve 32 abutting a stop33 when in closed position. This flap valve32 is housed within a pipe section 34 that interfits with sections 35 ofthe exhaust pipe 36. The arm 30 extends downwardly from the shaft 31,and the free end thereof occupies a position inwardly beyond the shaftwhen the valve 32 is closed and outwardly beyond the shaft when thevalve is opened. A spring 37 which is secured to the free end of the arm30 and to'the exhaust pipe 36 at a point above the shaft 31, functionsto yieldingly hold the valves 28 and 32 in closed or opened position.The spring 24: establishes a yielding connection between the bracket 23and the collar 22, and

when the thermostat 8 is contracted, this spring permits the valves 28and 32,to be moved in the direction of their opened position by theaction of the exhaust gases against the valve 32. This spring alsopermits the valves 28 and 32 to be released by and as the result of theexpansion of the thermostat 8.

In the application of our improved device to an internal combustionengine, the parts will when the engine is cold assume a posi tion toclose the air valve 28 thereby enabling a rich mixtureto be drawn fromthe carbureter into the engine to initially start the engine. Upon theinitial firing of the engine, the exhaust gases impinging upon flapvalve 32 will throw the same to partially opened position against thetension of the springs 24 and 37, and as a result of its connection withvalve 28 the latter will be opened so as to increase the air flow intothe carbureter. As the temperature of the engine increases, thethermostat will expand and through the action of the link mechanism theslide 21 will be moved, thereby permitting theaction of the exhaustgases against the valve 32 to further open this valve and the valve 28against the tension of the springs 24 and 37.

As the temperature continues to increase, the thermostat will continueto expand, thereby permitting the action of the exhaust gases againstthe valve 32 to fully open this valve and the valve 28, in whichpositions they will be held until again closed by the thermostaton thecooling of the engine.

Thus in a very simplified manner we have designed and brought togethertwo types of mechanism acting jointly to properly and efficientlycontrol the flow of air to the carbuof the fuel drawn into the engine.

reter, which in turn controls the character As it requires apredetermined amount of time for the cooling system to be properlyheated, it

.- will be appreciated that it is a decided ad vantage to use the flapvalve, as the same will function to immediately adjust thevalve 28 assoon as the engine begins to fire, as otherwise there is a tendency incertain types-of carbureter to flood if the valve 28 remains closedafter the starting of the engine. The coaction and correlation of thethermostatic device and the flap valve device is such as to provide avery sensitive structure to assure responses immediately upon changes inthe temperature of the engine and the operation thereof, which isfacilitated by the location of the spring 37 that functions toyieldingly hold the fiap valve in either closed or opened position. Thespring 37 also tends to draw the flap valve 32 into opened positionafter it has been moved a predetermined dis tance by the exhaust gases,and to draw the flap valve into closed position after it has been moveda predetermined distance by the thermostat.

It is, of course, to be understood that the housing may communicatedirectly with the cooling system or be attached to various portions ofthe engine to be subject to the heat generated by the engine and may beconstructed and designed in various other manners than illustrated andthe various connecting parts or mechanisms may be designed and assembledin other relations than illustrated and, therefore, we do not desire tobe limited in any respect except as set forth in the following claims.

We claim 2- 1. A choke control device comprising, in combination withthe air valve of a carbureter, an exhaust gas actuated mechanism foradjusting the air valve, and a thermostat arranged to be actuated by theheat of the engine and controlling the extent of the adjustment of theair valve by said mechanism.

2. A choke control device comprising an exhaust gas means for initiallyoperating the air valve of a carbureter, and heat actuated means foreffecting the final adjustment of the air valve of the carbureter.

3. A choke control device for carbureters comprising a thermostat, ayielding adjustr able connection between the thermostat and the airvalve of the carbureter, and an exhaust actuated valve having a directrigid connection with the air valve of the carbureter.

4. A choke control device comprising a housing arranged forcommunication with the cooling system of an internal combustion engine,a thermostat arranged therein, control mechanism secured to saidthermostat including a crank arm, a flap valve adapted to be arranged inthe exhaust pipe of the engine,a link connection between the fla valveand the air valve of the carbureter, an a yieldable adjustableconnection between said link and said crank arm.

5. A choke control device comprising a housing for communication withthe cooling system of an internal combustion engine, a thermostatarranged therein, operating mechanism connected to said thermostat andincluding a crank arm, a flap valve. adapted to be. positioned in theexhaust pipe of the engine to be actuated by the gases passingtherethrough, a spring normally holding the flap valve closed, a link 0eratively connecting the flap valve with t e air valve of thecarbureter, a bracket adjustably mounted on said link, a slide pivotallyconnected to said crank arm and slidably mounted in said bracket, and aspring arranged to control an operative connection between said slideand said bracket.

6. In an internal combustion engine, the combination with the air valveand the exhaust pipe thereof, of a valve pivoted within the exhaustpipe, a link connecting the valves, a spring connected to said secondvalve and adapted to hold both valves in opened or closed position, athermostat, and means connected to the link and adapted to be operatedby the thermostat to move the link in valve closing or valve openingdirection.

In testimony whereof we afiix our signatures.

CARL .AUGUST MARTIN. WILLIAM ORTH.

